Altitude power regulating device for explosion and combustion motors



A ril 2, 193%. A. MODESSE 2,115,644 ALTITUDE POWER REGULATING DEVICE FOR EXPLOSION AND COMBUSTION MOTORS Filed April 6, 1935 2 Sheets-Sheet l April26,1933- A. MODl- ISSE 2,115,644

ALTITUDE POWER REGULATING DEVICE FOR EXPLOSION AND COMBUSTION MOTORS Filed April 6, 1935 2 Sheets-Sheet 2 Patented Apr. 26, 1938 UNITED STATES ALTITUDE POWER REGULATING DEVICE FOR EXPLOSION AND COMBUSTION MO- TOBS I Albert Modesse, Brussels, Belgium Application April 6, 1935, Serial No. 15,138

' In Belgium April 11, 1934 4 Claims.

The object of the present invention consists in a device for reestablishing or regulating the power of explosion and combustion engines for aerial navigation, in dependence of altitude vari ations.

To thiseffect the device according to the present invention comprises a combination of a suitable number, of air compression stages forfthe feed air, so as tobring this'airto the pressure and temperature which are required for feeding the motor.

A first compression stage consists preferably of a suitably shaped tube or tuyere, into which the air is caused to enter by the speed of the aerial craft, which permits to obtain,by virtue of the drop of speed of the air entering into said tube or tuyre with a very high velocity,-a rise of pressure and of temperature of said air.

The following compression stages are constituted by a turbo-compressor driven by jets of hot highly compressed air, supplied by a highpressure-piston-compressor.

The feed-air for the motor is thus compressed in the turbo-compressor by the hot and highpressure air jets mentioned above, suitably dis- 25 posed nozzles and buckets, of a stationary or movable type, being used for this purpose.

In certain cases the buckets of the turbocom pressor may be dispensed with, the device being arranged in this case as a tuyere, performing si- 30 multaneously the compression and the regulation of temperature of the feed-air for the motor.

The air for operating the turbo-compressor, or

equivalent means, is taken from the pipe which conducts the feed-air under reestablished pressure, and is brought to high pressure and to the required temperature, as indicated above, by the high-pressure piston compressor, the pistons of which are of very small dimensions, being thereafter fed into the turbo-compressor or equivalent 4 means.

The annexed drawings represent diagrammatically and by way of example two methods of execution of the object of the present invention.

In the accompanying drawings:

Figure 1 represents a diagrammatic view of a device embodying the preferred form of my invention;

, Figure 2, a similar view of a modification em- 50 ploying a tuyre-compressor;

Figure 3, a longitudinal sectional schematic or largely diagrammatic view on a larger scale, through the turbo-compressor of Figure 1, the View being so taken as to intersect the intake 55 funnel or tuyre 2 and to show the compressed air delivery pipe 8 and the main I into which the turbo-compressor discharges; and

Figure 4, a longitudinal central sectional view, on an enlarged scale, through a pressure regulating valve automatically controlledbyama- 5 nometer.

In all figures the same reference numerals designate corresponding parts;

l is the mainair intake pipe of the motor, or meters. 2 the tube, or tuyre, or suitable shape, into which the air enters with great velocity by virtue of the speed of the aircraft. 3 is a highpressure-piston-compressor, having its intake side 4 branched by the pipe 5 on the main l.

According to Figure 1 the main the tuyre 15 2 and the compressor 3 are connected to a turbocompressor 6 the connection between this latter and the outlet side I of the compressor 3 consisting of a pipe 8 provided with a control valve 9 automatically operated by a manometer l0, and with a suitable cooling system, such as for instance refrigerating webs H combined with a sliding-cover l2 by which the radiating area of the cooling system is easily regulated.

According to Figure 3 a rotor is mounted for rotation in the casing B on an axis or shaft I 6 and formed or provided with a set of intake buckets 20 receiving air from the intake funnel or tuyre 2, and a set of driving buckets l8 driven by compressed air discharged from discharge port H! to which it is delivered by compressed air discharge pipe 8. The sets of buckets 20 and I8 are relatively immovable and turn together as parts of the one operatively integral rotor on the axis or shaft I 6. The mingling air streams as delivered into the casing 6 from the sets of buckets 20 and I8 are indicated at x and yin the upper part of Figure 3, and the arrow 2: in the lower part of said figure indicates the flow of the total air, re-established in pressure and temperature, as it escapes tangentially from casing 6 through delivery port 2| into the main l.

According to Figure 4 the valve 9 is of the well known adjustable nozzle type, such as used in turbines for pressure regulation, and it is op- 45 erated by a manometer IU of the well known Bourdon-type employing as usual a link 23 cooperating as usual with the usual Bourdon tube 22 and having a lever 24 pivotally connected with the connecting rod 25 to which is connected the rack 26. The latter meshes with pinion 21 fixed on axis 28 and meshing in its turn with pinion 29 fixed on axis 30. On axes 28 and 30 are fixed eccentrics 3|, collaborating in any usual manner with the respective nozzle jaws 32, 33 guided by 55 means of suitably curved slots 34, 35 on fixed pins 36, 31 between flat stationary flanges 38. Flexible joints or packings 39 are provided. Between the casing 6 of the turbo-compressor and the chamber 22 of the manometer I is located a communicating air passage 40. The pressure of the air delivered by the adjustable nozzle valve 32, 33, 38 on buckets or vanes l8 varies in the well known manner according to the position of the nozzle jaws with respect to each other and needs of no further description.

According to Figure 2 the turbo compressor 6 is dispensed with, the outlet side 1 of the compressor 3 being connected by a pipe l3 with hand controlled valve l4 and cooling system H, l2, to a tuyre or injector I5 suitably located in the main l, or in a suitable part of the device, intermedlate the tuyere 2 and the main I.

The arrows indicate the directions of the different air-flows.

What I claim is:

1. A device for regulating the pressure and temperature of air supplied to internal combustion engines of air vehicles, said device comprising a supply main, an initial air compressor for supplying air to said main, and an auxiliary air duct for drawing off through one end a portion of the air in said main and after the saidportion has been suitably treated for returning the 30 same to said main through its other end, in combination with a high-pressure compressor, a cooler, and an initial-compressor-operating means interposed in said auxiliary duct successively in the order named in the direction of flow of air in said auxiliary duct, said high-pressure compressor serving to withdraw a portion of the air from said main and to highly compress said portion and force the same through said auxiliary duct, said cooler serving to reduce the temperature of the compressed air in said auxiliary duct to the desired degree, and said operating means being operated by the compressed and cooled air flowing from said cooler and serving to expand said air as delivered from said auxiliary duct to the main, whereby the air contained in the main for delivery to the engine will be maintained at the proper pressure and temperature.

2. A device according to claim 1 having means for regulating said cooler.

3- A device according to claim 1 having additional means for regulating the pressure-of the air as delivered by the auxiliary duct back to the main.

4. A device according to claim 1 having a valve interposed in the auxiliary duct for regulating the pressure of the air as delivered to the operating means of the initial air compressor, and automatic means for controlling said valve.

ALBERT MODESSE. 

